Transmission



D. W. KELBEL Nov. 10, 1953 TRANSMISSION 4 Sheets-Sheet 1 Filed April 13. 1948 Nov. 10, 1953 w. KEL 2,658,412

TRANSMISSION Filed April 13, 1948 4 Sheets-Sheet 2 wmog' 2/5/13'7 11mg lice/H 0550/9 D. W. KELBEL Nov. 10, 1953 TRANSMISSION 4 Sheets-Sheet 5 Filed April 13, 1948 in 5Q fnz/eriof" w fi e l/{izonalcz Nov. 10, 1953 D. w. KELBEL TRANSMISSION Filed April 13, 1948 4 Sheets-$heet 4 jTLZ/E Tab 7" Patented Nov. 10, 1953 TRANSMISSION Donald W. Kelbel, Muncie, Ind., assignor to Borg- Warner Corporation, Chicago, 111., a corporation of Illinois Application April 13, 1948', Serial-No; 20;728

9 Claims. 1

My invention relates to transmissions, particularly for automotive vehicles, and more specifically to suchtransmissicns. which containhydrodynamic coupling devices.

It is an object of the invention to provideimproved gearing for use with a hydrodynamic couplings/nichprovides three forward drives of different ratios and a reverse in series with the hydrodynamic coupling. It iscontemplated that the lowest of: the three forward speeds may. he used only as an emergency speed andthat theremay be an automatic upshift between the two higher speeds, and to this end it is an. object of the invention to provide such gearing to include a planetary gear set and a countershaft type gear set connected in tandem with each. other and with thehydrodynamic coupling. The -countershatt gear set maybe conditioned for either of two forward speed ratios or for reverse and the countershaft gear may be power shifted, that is, shiftedby engagement of a frictioncoupling, into either of two speed ratios.

It is another object of the invention to provide a brake for the rotor or driven element of the hydrodynamic device which when engaged faci1itates the engagement of. the positive clutch-with which the countershaft gear set is preferably provided for conditioning the gear set for either. its low or high speed ratio forward drive, and. it is also an object of the invention to provide a: controlling mechanism for use-with such abrake which insuresthat the braheisreleased when the transmissionis actually many of its speed ratios. A connection with the operatorsshift'lever. for shifting the positive clutch in the countershaft transmission is preferably provided, sothat' the brake for the rotor is engaged onlypreliminary. to a shift of the positive clutchin the counter shaft transmission.

It is a further object of the inventiontorprovide improved controls for such a transmission which are such asto prevent an upshift in the,

planetary gear set when thecountershaft gear set is conditioned for reverse. Improved'controlling mechanism utilizing a vacuum. motor connected' with the manifold. of the vehicle engine for completing an upshift in the; planetary; gear. set is also contemplated;

My invention consists of, the novel constructions, arrangements and devicesto behereinafter described andclaimed for carrying out theabove stated objects and such other objects, as, will appear from the, following description of a preferred embodiment, of the, invention, with. reference being made to the accompanying drawings, in which:

Fig. l is a longitudinal sectional view, partly schematic, of a: transmission embodying theprine ciplesof theinvention-g Fig; 2 is: a diagrammatic illustration of hydraulic controls for the transmission illustrated:

in Fig. 11;

Fig.- 3 is. a diagrammatio illustration of electrical and mechanical controls for the trans mission;

Fig. 4 is a longitudinal: sectional viewrof'cer-tain.

Like characters: of reference designate-- like.

parts in the several views.

Referring now particularly to Fig. l, the illustrated transmission isseen to comprise a drive shaft it, a driven shaft I I, a first intermediatev shaft i2 and a second intermediate shaft: Hi

The shaft l2 ispiloted' with respect to the shaft: is and the shaft l3; and the shaft lS ispiloted The transmission with respect to theshaft II. is intended to be installed in. an automotive-vehicle and the drive shaft it isadapted to bedriven bythe engine (not shown) of thevehicle and thedrivenshaft shaft M is adapted todrive the driving wheels (not shown) of the vehicle:

Planetar speed-up gearing M and a: hydraulic torqueconverter it are provided operativelybetween the shafts itand l2, and-a planetarytype gear set iii-is provided'todrivethe shaft iii-from the shaft l2.

l3 and. H.

The planetar gearing Hi comprises a ring gear it, a sun gear i9, a planetgea-r 29 in mesh withthe ring gear and a planet gear at in mesh-with the planet gear 2t and with the-sun gear l9; The planet gears are carried by a planet gear carrier 22. Thering gear i8 is connected with the shaft to by means of a vibration dampener Z3 and a flywheel 2 t. Thevibration dampener.

23- is of standard construction and. comprisessprings: 25.; disposedibetween opposingpartslof the; The dampenerabsorbsv vibrations:

rollers 2! disposed between opposing cam surfaces. 21a and 21b. The surfaces 21a and 2112 are suchv that the roller clutch overruns when the shaft, l0 and the carrier 22' are rotating in the forward direction as shown by the arrow 28 and the shaft A gear set ll of the oountershaft' type is provided operatively between the shafts I2 is either stationary or is rotating in this same direction but at a slower speed. Assuming that the engine of the vehicle is inoperative and the shaft I2 is rotated in the forward direction, the one-way clutch 26 will drive the carrier 22 in the forward direction so as to lock up the gear set I4 and thereby drive the shaft If! at the same speed as the shaft I2. The roller clutch 26 is useful for starting the engine of the vehicle by pushing or towing the vehicle as will be hereinafter described more in detail.

The torque converter I is of standard construction and comprises a bladed impeller 29, a bladed rotor 33 and a bladed stator 3I. The impeller 29 has a casing 29a which forms the casing of the torque converter, and this casing is connected with the carrier 22 of the planetary gear set I4. The rotor 38 of the torque converter is fixed to the shaft I2 as shown. The stator 3I is connected by means of a one-way brake 32 with a sleeve shaft 33 which is fixed with respect to the casing 34 of the transmission. The one-way brake 32 is of the standard roller type comprising rollers 35 disposed between opposing cam surfaces 5a and 35b. The surfaces 35a and 35b are of such shape that the rotor 3I is prevented by the roller brake 32 from rotating in the reverse direction, that is, in a direction opposite to that indicated by the arrow 28 but the roller brake 32 allows rotation of the stator 3I in the forward direction.

The casing 29a of the torque converter I5 functions as a container for fluid, and a driving connection between the three elements 29, 38 and SI is through this fluid. The impeller 29 is the driving member of the converter and the rotor is the driven member and drives the shaft I2. The blades of the stator 3| function to change the direction of flow of the fluid in the converter such that at the slower speeds of the rotor 36, the rotor and shaft I 2 are driven at increased torques compared to the torque applied to the impeller 29. As long as there is this mu1tiplication of torque, the stator 3! is stationary, being held in this connection by the roller brake 32, and after the speed of the rotor has increased an appreciable amount, the rotor is driven with no increase in torque, and the stator begins to rotate in the forward direction, being allowed to rotate in this direction by the brake 32. The gear set I4 functions to increase the speed of the impeller 29 with respect to that of the shaft It when the shaft I2 is stationary as when the vehicle is being started. The sun gear I9 is stationary with the shaft I2 and the gear set I4 including the dual planets 2i] and 2I has its carrier 22 and thereby the impeller 29 driven at an overdrive with respect to the speed of the ring gear 118.

The construction and operation of the plane tary gear set I4 and converter I5 combination is very similar to that disclosed in Schneider Patent No. 2,333,681, and this arrangement will therefore not be further described in detail as the operation and construction of the arrangement will be clear from this patent.

The planetary gear set I 3 comprises a ring gear 35, a sun gear 31, a planet gear 38 in mesh with the sun and ring gears and a planet gear carrier 39. The ring gear 36 is connected to the shaft 22, and the carrier 39 is splined to the shaft !3. The sun gear 3'! is splined to a sleeve shaft 48 which carries a brake drum 4|, and a brake band 42 is adapted to act on the drum 4|. A multiple plate friction clutch 43 is provided I; clutch disengaged position in which it is shown.

A friction brake 48 is provided for acting on the ring gear for purposes hereinafter to be described.

The countershaft gear set I! comprises a countershaft 49 rotatably disposed within the casing 34. The countershaft is provided with a gear 50 in mesh with a gear 5I formed on the shaft I3. A gear 52 is splined on the shaft 49 and is movable into mesh either with a gear 53 rotatably disposed on the shaft II or else with an idler gear 54 rotatably carried by the casing 34. The idler gear 54 is in mesh with a gear 55 fixed on the shaft I I.

A positive type clutch 56 is provided for connecting either the gear 5| or the gear 53 with the driven shaft H. The clutch comprises a clutch sleeve 5? slidably splined on a hub 58 fixed to the shaft II. Clutch teeth 59 and 69 are provided respectively on the gears 5| and 53, and the clutch sleeve 51 is adapted to mesh with either of these sets of teeth depending on its movement in one direction or the other.

The gear sets It and I! provide a neutral condition, three speeds in forward drive and a drive in reverse between the shafts I2 and II. The planetary gear set I6 provides a low and a high speed forward drive and the countershaft gear set I? provides low speed and high speed forward drive ratios and a drive in reverse. For low speed ratio between the shafts I2 and II, both of the gear sets It and I! are conditioned for low speed drive.

The gear set I 6 is conditioned for low speed drive by engaging the friction brake 42 which functions to hold the sun gear 31 stationary. The ring gear 36 is driven from the shaft I2 which in turn is driven through the gear set I4 and converter I5, and with the sun gear 31 being held stationary, the carrier 39 and thereby the intermediate shaft I3 are driven at an underdrive forward ratio with respect to the shaft I2. The clutch sleeve 5'! is moved into its low position into mesh with the teeth 60 to condition the gear set I! for low speed forward drive, and with the clutch sleeve being in this condition the drive is through the gears 5|, 50, 52 and 53 and through the clutch 55 to the driven shaft II. It will be understood that the gear 52 splined on the countershaft 49 has previously been moved into its forward position in which it is shown in the drawing. The speed reduction between the shafts I2 and H is thus the product of the reductions provided by the two gear sets It and I! which are connected in tandem.

Intermediate speed forward drive is provided between the shafts I2 and II by shifting the clutch sleeve 5'! to engage it with the teeth 58 While the friction brake 42 is allowed to remain in its engaged condition. The drive is then through the gear set I5 as before described wherein the carrier 39 is driven at a reduced speed, and the shaft I I is driven directly from the shaft 13 through the clutch teeth 59 and clutch sleeve 51.

The transmission is shifted from intermediate aesaem speed ratio to direct drive by disengaging the friction brake 42 and engaging the friction clutch 43. Engagement of the friction clutch 43 looks together the brake drum 4| and thereby the sun gear 37 With the carrier 39 so that all of the parts of the gear set It rotate together, and the carrier 39 and shaft I3 are driven along with and at the same speed as the shaft I2. For this drive the clutch sleeve remains engaged with the clutch teeth 5e and the shaft II is driven in direct drive with the shaft I3.

The shaft II is driven in reverse drive by engaging the gear 52 with the gear 54 andconditioning the planetary gear set [6 for a reduced speed drive with the brake 42 being engaged. The drive is then from the shaft I2 to the shaft it through the planetary gear set I6 with the carrier 39 and shaft I3 being rotated at a reduced speed, and the drive is from the shaft I3 through the gears 5|, 50, 52, 55 i and 55 to the shaft II. Due to the presence of the idler 5 5 in the gear train, the shaft II is driven in the reverse direction.

When the clutch 53 and the brake 42 are disengaged and the clutch sleeve 51 is in its neutral position, the transmission is conditioned for neutral; however, in order to prevent rotation of the gears 5| and 53 to facilitate engagement of the clutch sleeve 57 with either of the said gears and in order to prevent rotation of the gear 55 in order to facilitate engagement of the gear 52 therewith, the brake 48 has been pro vided for the ring gear 36 which holds the ring gear and thereby the rotor 30 of the torque converter I5 stationary at idling speeds of the engine of the automobile. The friction brake 13 thus functions to absorb the so-called drag torque of the torque converter which is that torque transmitted through the torque converter at idling speeds of the automobile engine.

Referring now particularly to Fig. 2, the hydraulic control system for the transmission comprises a fluid pump 6|. The pump may be of any suitable type such as the gear type and 'is driven from the impeller 29 by means of gears 62 and 63. The input side of the pump is disposed in sump 3 30. of the transmission provided by the casing 35. The pump GI discharges into a conduit 34 to which is connected a pressure relief valve 65. The valve 65 comprises a piston 36 acted on by a spring 61 and the valve has a discharge opening 68 through which fluid passes after the fluid has reached the predetermined value in the conduit 54 necessary to move the piston 36 against the spring 6! to the discharge opening 38.

The conduit 64 is connected with valves 69 and It. The valve 69 comprises a piston H having grooves l2 and I3, and the valve is provided with ports l4, l5 and IS. The valve I0 comprises a piston ll having grooves I3 and I9, and the valve is provided with ports 80, 8| and 82. The pistons II and W are actuated as will be hereinafter described.

The hydraulic control system also includes a valve 83 which comprises a valve piston 84 having grooves 85 and 36. The valve includes ports 87, 3B and 39 as shown. The system includes a fourth valve 90 comprising a piston 9| having a groove 92, and the valve includes ports 93 and 94.

The hydraulic system is connected to actuate the two brake bands 42 and 48 and the multiple disc friction clutch 43 by means of its piston 46. The brake 42 is engaged by means of linkage comprising a lever 95 acting on a 'pin =96 con nected to one end 42a of the brake. The other end 421) of the brake is anchored. The lever is acted on by a plunger-91 connected with a-piston 98 slidablydisposed in a cylinder 99. Thepiston 98 is adapted to be acted on by fluid under pressure on one side and is acted on by a spring Ifill disposed withinthe cylinder 99 on-its otherside. The brake 48 is actuated by similar mechanism which includes a lever HlI acting on a pin I232. The pin I02 is connected to one end 48aof the brake 48 while the otherend 48b of the-brake is anchored. The lever I [I I is acted on by a plunger "33 connected to a piston I04 disposed in a cylinder me. The piston [M is adapted to be acted on by fluid pressure on one side and is acted on by a spring 103 on its other side disposed within the-cylinder I05.

The conduit 64 connected with the pumptl is connected with the valves 69 and m as has-been hereinbefore described and this is by means of the ports 74 and 88). The port 15 of the valve 69 is connected by means of a conduit I07 with the cylinder-99 and is connected by means of a conduit I68 with the port 8s. The port 76 in the valve 69 as well as the port iii in the valve id is connected by means of a conduit Hi9 with the clutch piston 56. The port 82 is simply a bleed port which is connected with the sump 36a of the transmission.

The port 81 in the valve 83 is another bleed port, and the port 88 in this valve is connected with the port 93 in the valve 90. The port 34 in this valve is connected by means of a conduit Ill] with the cylinder Hi5 for the shift brake 43. The piston 91 in the valve 90 on one :end is adapted to have fluid under pressure applied thereto, and this is by means of a conduit III which is connected with the portal in the valve l d. The other end of the piston BI is acted on by a spring H2 which acts against the fluid pressure applied to the other end of the valve.

Referring now in particular to Fig. 3 for a description of the electric controls for the transmission and also for the operating mechanism for the valve pistons H, I! and-'84, the piston 71 is connected with the accelerator H3 of the automotive vehicle. The accelerator H3 is connected with the usual throttle H4 for the vehicle. The connection between the accelerator H3 and piston H comprises a lever H5 pivoted at H6 and having a pin I-I'I working in a slot H8 of a lever H9. The lever H5 is linked with the accelerator to be moved thereby. The lever H9 is pivoted at I20, and the slot H8 is of such configuration that the lever I I9 is given an initial movement with the lever H5 as the accelerator H3 is moved from a closed throttle position toward an open throttle position. The piston H is linked to the lever H9 and is thus moved by such initial movement of the accelerator. After this initial movement, the slot H3 is in the circular path of movement of the pin I I1 and thus is given no further movement as the accelerator is moved toward further open throttle positions.

The valve piston 84 is linked with a shift lever I2I which is utilized for shifting the transmission either into its reverse or forward conditions. The lever I2l is rotatable with its shaft I22 which extends alongside of the vehicle steering column I23 and is journaled with respect to the column. The journaling of the shaft I22 with respect to the column I23 is such as to also allow the shaft I22 to move longitudinally with respect to the column I23. The lever I2I is located, as is usual with such selector levers, immediately beneath the steering wheel I24 of the automotive vehicle. The lever I2I is functionally linked with the clutch sleeve 51 and with the gear 52 by a mechanism I25 whereby the gear 52 may be shifted between its forward and reverse positions and the clutch sleeve 51 may be shifted from its neutral position into either its low or intermediate forward position.

Referring to Figs. 4, 5, and 6 in particular, the mechanism I25 is seen to comprise a casing I26 which is fixed to the steering column I23. The shaft I22 extends through the casing I26 as shown, and a sleeve shaft I21 carrying a lever I28 is rotatably journaled within the casing I26 and on the shaft I22. The lever I28 is connected by a link I29, or by any other suitable linkage, with the clutch sleeve 51. Another sleeve shaft I33 is journaled within the casing I26 and on the shaft I22 and carries a lever I3I. The lever I3I is connected by suitable linkage, similar to the linkage I29, with the shiftable gear 52. Shaft I21 has fixed thereto a lever I32 having an opening I33 therein, and the shaft I has fixed thereto a similar lever I34 having an opening I35 therein. Both of the levers I32 and I34 are within the casing I26 as shown.

The shaft I22 has fixed thereon a lever I36 disposed within the casing I26, and this lever carries a pin I31 adapted to enter either of the openings I33 or I35. A segment I38 is provided within the casing I26 and has notches I39, I40 and MI formed therein. The end of the lever I36 may fit into any of the notches I39, I40 and MI as is apparent and when the lever I36 is so disposed, the segment I38 prevents rotative movement of the lever I36 and shaft I22.

The valve piston 84 is connected with the mechanism I25 by means of a Bowden wire I42. A relatively short shaft I43 is keyed within an extension I44 of the casing I26, and the Bowden wire I42 is fixed to this shaft. The shaft I43 has a lost motion connection with the shaft I22, and this connection comprises a headed stud I45 fixed in the end of the shaft I22 and extending into a cavity I46 in the shaft I43. A spring I41 is provided between the head of the stud I45 and a washer I48 fixed within the open end of the cavity I46. Coacting levers I49 and I50 are fixed respectively on ends of the shafts I43 and I22. The lever I49 is provided with a segment I5I having a notch I52 therein, and the lever I50 is provided with a tang I53 adapted to pass through the notch I52. A spring I54 is provided between the lever I50 and the sleeve shaft I21 as shown. A washer I55 is provided for limiting movement of the shaft I43 in one direction, and the shaft I43 has a rib I56 formed thereon for limiting its movement in the opposite direction.

The lever IZI and the parts of the mechanism E25 are shown in their neutral conditions. In this condition of the parts, the clutch sleeve 51 is in its neutral condition, and the gear 52 is in its forward drive position in mesh with the gear 53. In order to shift the transmission out of its neutral condition either into its intermediate or low forward drive condition, the selector lever I2I and connected shaft I22 are moved upwardly towards the steering wheel I24 against the action of the spring I54, and the selector lever is then swung either counterclockwise or clockwise to respectively shift the collar 51 into either its low or intermediate positions. Such upward movement of the shaft I22 causes the end of the lever I36 to move out of the notch I40 in the segment I38, and the selector lever may then be rotated in either direction. The notch I40 functions to hold the lever I36 against swinging movement before the lever is moved out of the notch, as will be understood. The pin I31 continues to extend through the opening I33 in the lever I32 with such upward movement of the lever I2I, and when the lever I2I is thereafter swung in one direction or the other, the pin I31 causes corresponding movement of the levers I32 and I23 and this movement of the latter lever is transmitted through the link I29 to the clutch sleeve 51 to shift the sleeve. After this swinging movement of the selector lever I2 I has been completed, the selector lever is allowed to move downwardly again due to the action of the spring I54, and the lever I36 enters into the slot I39 or I4I.

During such shifting movement from neutral to either low or intermediate speed forward drives, the valve piston 84 is moved from its shift lever down position to its shift lever up position and is again returned to its shift lever down position. This movement of the valve piston 84 is caused by the stud I45 and the spring I41 functioning to move the short shaft I43 along with the shaft I22. When the shaft I22 is moved upwardly to move the lever I36 out of the notch I45, this longitudinal upward movement of the shaft I22 is transmitted to the shaft I43 through the stud I45 and spring I41, and this movement of the shaft I43 through the Bowden wire I42 moves the piston 64 from its shift lever down position to its shift lever up position. When the selector lever I2I has been swung into either its low or intermediate positions and allowed to move downwardly to bring the lever I36 into engagement with either of the notches I39 and MI under action of the spring I54, corresponding movement of the shaft I43 and the valve piston :34 takes place, so that the valve piston 84 is again moved into its shift lever down position. Similarly, when the selector lever I2I is raised, swung, and lowered from either its low or intermediate speed positions back to its neutral position, the valve piston 64 is moved out of and is then returned to its shift lever down position.

In order to condition the transmission for reverse drive the selector lever I2I is moved upwardly against the action of the spring I54 a greater distance than for a shift into either intermediate or low so as to move the pin I31 out of the opening I33 and into the opening I35 of the lever I34. Subsequent counter-clockwise rotation of the shaft I22 will cause similar swinging movement of the levers I3I and I34, and this will result in shifting of the gear 52 into its reverse drive position in mesh with the idler gear 54 by means of the linkage provided between the gear 52 and lever I3I. During the initial part of the upward movement of the shaft I22, the valve piston 84 is moved to its shift lever up position as has been described. Further movement of the valve and the short shaft I43 connected therewith is prohibited due to the action of the washer I55 in contacting the end of the extension I44. During the remainder of the upward movement of the shaft I22, the spring I41 is flexed, and the tang I53 passes through the slot I52 of the lever I49. Upon the subsequent swinging movement of the lever I2I and shaft I2 2 which actually causes the shifting of the gear 52, the tank I53 passes over the segment I5I as is indicated in Fig. and then when the selector lever I2! is released to allow the spring I563 to take effect, the lever I2I and shaft I22 have a limited downward movement which is limited by the tank I53 contacting the segment I5i and the rib I56 moving into engagement with the extension I44 of the case IE5. The piston 8 5- has then again been moved into its shift lever down position.

The valve piston i? is controlled by means of an electric solenoid I iii (see Figs. 2 and 3). The solenoid comprises an energizing winding I53, a holding winding I59 and an armature I59 which is adapted to be given movement upon energization of these windings. The armature I663 is connected with the piston I? and is acted on by a spring IEI as shown.

The electric control system comprises a governor I52 of any suitable design which is driven according to the speed of the driven sha t I I and countershaft 4i! as by means of the gears I63 and Ice. The gear M3 is fixed on the counter-shaft A9 and the gear use is in mesh with the gear Hi3 and may be connected with the governor by any suitable means, as by means of a shaft I65. The governor comprises a switch I66 which is closed above a predetermined speed of the countershaft 19 and driven shaft II when the gears 52 and 53 are in mesh, and the governor may comprise centrifugal weights I61 for causing the switch to close above the predetermined speed.

The electric system also comprises a manifold switch IE3 which is actuated by a motor I69 responsive to the manifold vacuum of the internal combustion engine with which the vehicle is equipped. The motor I68 comprises a casing Iii connected to the manifold of the internal combustion engine by means of a conduit I'M. A flexible diaphragm I12 is disposed within the casing Iefl and is connected by means of a plunger I13 with the switch I68. A spring I'M acts on the diaphragm to maintain the switch I68 open until the manifold vacuum increases to a value corresponding to a closed throttle position of the accelerator H3. As is well known, the manifold vacuum increases when the accelerator is in a closed throttle position and decreases when the accelerator is in an open throttle position, and opening and closing of the switch I68 thus corresponds roughly to the opening and closing of the throttle I I4.

The electric system comprises an electric relay H5 having a winding Ilii which is connected to the battery I'll of the vehicle through a fuse I18 and the ignition switch I719. The relay comprises a magnetizable core I88 and an armature IBI atv tracted thereto when the core is magnetized and two sets of contacts I82 and I533 carried by the armature. One of the contacts I82 is connected with the battery ill through the ignition switch and fuse and the other contact I82 is connected with one end of each of the windings I58 and I59. The winding I58 is connected with a switch I fi l which is actuated by the armature I 60 of the solenoid I5I so that when the armature is moved into its energized position the switch I8 5 is opened.

The switch I68 is connected to the lower end of the winding lit, and the two contacts I83 are respectively connected with the two contacts of the switch I68, so that the switch comprising the contacts 583 is in parallel with the switch I68. The switch N58 is connected in series with a reverse switch IiiE. The switch I85 is adapted to be opened Whenever the operators shift lever I 25 is moved to its reverse position, and this switch may be directly actuated by the lever I3I. The switch I85 is connected with another switch I86 which is located on the dashboard of the vehicle, and the switch I86 is connected with a, kickdown switch I81 actuated by the accelerator H3. The switch I81 normally is closed and is opened when the accelerator II3 is moved to its open throttle position. The switch I8? is connected with the governor switch I66 which is grounded as shown. It will thus be apparent that the switches I68, I85, I86, I3! and IE6 are all in series, with the switch I58 being connected in parallel with the armature contacts I83.

The transmission is conditioned for low speed forward drive by moving the operators control lever I2I into its low speed position, and this has the effect of moving the clutch sleeve 51 into engagement with the clutch teeth 60. In order to maize this shift, as has been hereinbefore described, the lever I2I must be raised by the operator to take the lever I36 out of the notch Mil, and this has the effect of moving the valve piston 34 from its shift lever down position to its shift lever up position in which position the groove is connects the ports 88 and 89. The accelerator is assumed to be in its closed throttle position, and the valve piston II of the accelerator valve 59 is in the position shown in Fig. 2 when the accelerator is in this position. In this position of the piston II, the groove It in the piston connects the ports HI and I5 of the valve. Fluid at a predetermined pressure is within the conduit (i l, being supplied to the conduit from the pump SI driven by the impeller 29 of the torque converter I5 and maintained at this pressure by the relief valve 65, and this fluid flows through the port l t, groove i3, port I5, conduit I08, port 59, groove t6, port 83, port 93, groove 92, port B l and conduit HE to the cylinder E05. Fluid under pressure is thereby applied to the piston Iil i, and the brake 58 is applied to the ring gear 56 which is driven by the rotor 3t and sun gear I 9 of the planet gear set I4.

Engagement of the brake 48 assures that there can be no drag torque exerted by the torque converter I5 on the gear 53 which would tend to rotate the gear and would make engagement of the clutch sleeve 5! with the teeth dimcult. Neither the brake 42 nor the clutch I3 is engaged, and the power train to the gear 53 from the torque converter is thus broken; however, there is some friction between the parts which would tend to cause rotation of the gear 53, assuming that the shaft I2 is not arrested from rotation in some manner, and hence the desirability of the shift brake 43 coming into engagement just prior to engagement of the clutch sleeve 5! with the teeth Eli. When the clutch sleeve 57 has been completely engaged with the teeth 60, the shift lever I fl is then returned to its lower position, and the valve 84 returns to its position in which it is shown in Fig. 2. The brake cylinder W5 is then drained through the conduit III), the port 9d, the groove 92, the port 93, the port 88, the groove 35 and the bleed passage 87, and the shift brake 48 disengages.

A drive in low gear ratio is then completed by depressing the accelerator H3, and this has the effect of moving the accelerator valve piston II from its closed throttle position to its open throttle position. When the piston II is so moved, the brake cylinder 99 is drained of fluid through the conduit ml, the port I5, the groove I2, the port 76, the port 3i, the groove 78 and the bleed passage 82. The spring I in the cylinder 99 is then effective for applying the brake 42 through the lever 95 and pin 96, and the low speed power train is thus completed, the low speed power train being through the gear set Ill and converter I between the shafts I0 and I2 and from the shaft I2 to the shaft I3 through the planetary gear set I6 and thence through the gears 5|, 50, 52 and 53 to the driven shaft II. The brake 42 may be engaged as gradually as desired simply by depressing the accelerator only slightly so as to cause a limited communication between the port and groove 12 and cause a gradual fluid draining of the cylinder 99. It will be understood that before this movement of the accelerator the piston 1| is in the position in which it is illustrated in Fig. 2 in which fluid under pressure is applied to the piston 98 in the cylinder 99 from the conduit 64 through the port 14, the groove 13, the port 15 and the conduit I01, thus maintaining the brake 42 disengaged until the accelerator is depressed. It will be noted, incidentally, that this movement of the accelerator piston 1| to its open throttle position has the effect of connecting the port 89 of the valve 83 with the bleed passage 82 through the port 15, the groove 12, the port 16, the port 8|, and the groove 18, and hence even if the valve 84 is not returned to its position in which it is illustrated in Fig. 2 prior to movement of the accelerator toward an open throttle position; nevertheless, the shift brake 48 is disengaged upon this movement of the accelerator.

The transmission may be shifted from neutral to intermediate speed ratio and a drive completed in this ratio in substantially the same manner as the low speed drive, except that the selector lever I2| is swung in a clockwise direction instead of in a counter-clockwise direction after the lever has been preliminarily raised to move the lever I36 out of the notch I40 in the circular rib I38 whereby to shift the clutch sleeve to engage with the teeth 59. The power train in intermediate speed ratio is completed by depressing the accelerator and proceeds through the same elements as the low speed power train except that a direct drive between the gear 5| and driven shaft II is had instead of through the gears 50, 52, and 53. Preferably both the intermediate and low speed ratios are completed when the vehicle is in a state of rest, and the low speed ratio may be used only as an emergency speed ratio.

The transmission may be upshifted from intermediate speed ratio to high speed ratio by releasing the accelerator I I3 to allow it to return to its closed throttle position after the speed of the a driven shaft has become sufiicient to actuate the governor I62 to close its switch I65. When the governor switch is closed, a circuit may be completed through the winding I16 of the relay I15, the circuit being from the battery I11 and ignition switch I19 through the winding I16, the switch I68, the switch I95, the switch I86, the switch I81 and the switch I66. As has been hereinbefore described, the switch I68 is open when the accelerator is in a substantially throttle open position; however, when the accelerator is released to allow it to return to a closed throttle position, the manifold vacuum increases to close the switch I68. When this circuit is thus completed, the winding I16 and core I80 are energized, and the armature I8| is then moved to energized position in which the contacts I82 and IE9 are closed. Closing of the contacts I83 has the effect of bridging the switch I68 and even though the switch I68 is thereafter opened as when the accelerator i2 is moved to an open throttle position; nevertheless, the relay I15 remains energized.

Closure of the contacts I82 has the effect of energizing the windings I58 and I59 of the solenoid I51. Energization of these windings has the effect of moving the armature I60 of the solenoid to its energized position in which the valve piston 11 is moved to bridge the ports and 8| with the groove 19. The switch I84 is actuated by the armature I60 in its energized position to open the switch, and this has the effect of breaking the circuit through the energizing winding I58. The circuit remains completed, however, through the holding winding I59, and this winding is sufficient to hold the armature I60 in its energized position.

This movement of the valve piston 11 into a position in which its groove 19 connects the ports 80 and 8| has the effect of engaging the friction clutch 43 and disengaging the friction brake 42' to shift the transmission to high speed ratio. The high clutch piston 46 has fluid pressure applied thereto for engaging the clutch 43 from the conduit 64 and through the port 80, the groove 19, the port 8| and the conduit I09. The piston 1| is assumed to be in its open throttle position, and fluid pressure is similarly applied to the piston 98 in the cylinder 99 for the brake 42 from the conduit I09 and through the port 16, the groove 12, the port 15 and the conduit I01. If the accelerator has not been utilized to shift the piston 1 I, the brake 42 is nevertheless disengaged, since fluid pressure in this case will be applied to the conduit I01 through the port 14, groove 13 and port 15. Thus, at the same time that fluid under pressure is applied to the clutch piston 46 for engaging the clutch 43, fluid under pressure is applied to the piston 98 for the brake 42 for disengaging the brake. The shift into high speed ratio is thus completed.

The valve piston 11 when in its energized position has the additional function of applying fluid pressure to one end of the valve piston 9|, this application of fluid pressure being from the conduit 54, and through the port 60, the groove 19, the port 9|, and the conduit I I I. The valve piston 9| is thus moved to the right as seen in Fig. 2 against the action of the spring H2, and the groove 92 in the piston 9| is then out of communication with the port 93 and thereby the port 88 in the valve 83. Due to this movement of the valve piston 9|, fluid under pressure cannot be applied to the piston I04 in the cylinder I05 for engaging the shift brake 48, regardless of the movement given the accelerator piston 1| and. the shift lever valve piston 84.

The transmission may be downshifted from high speed ratio to intermediate speed ratio by moving the accelerator M3 to an open throttle position, at which position it will open the switch I81. Opening of this switch has the effect of deenergizing the relay I15 and thereby the solenoid I51. Upon deenergization of the solenoid I51, the spring ISI in the solenoid moves the valve piston 11 back into the position in which it is illustrated in Fig. 2. In this position the piston 11 connects the conduit I99 with the bleed port 92 through the groove 18 and the port 8|. The conduit I01 is also connected with the bleed port 92 through the port 15, piston groove 12, port 16, port 8|, and groove 19. The high speed clutch 43 is thus disengaged and the brake 42 is engaged under the action of the spring I00 in the The transmission is shiftedintoreverse drive by movement of the shift lever l2l as indicated in Fig; 3, and the lever I2! is operative through the lever l3| to move thegear 52 into its reverse position; In order to move the shift lever l2! in-this manner, the lever I2! is raised and this has the effect of moving the valve 84' into its shift lever up position to engagethe shiftbrakc 18; the engagement of the gear 52 with the gear 5d" being thereby made easier in the same manner as is the engagement by the clutch sleeve with the teeth 5901' Siidue to the action of the brake iil. Completion of the reverse drive power train is then effected by depressing the accelera tor M3 to an open throttle position which will have the effect on the valve ii to engage the brake 1-2, as when the vehicle is started in low or intermediate speed drive. The switch E85, when the lever 124 is moved to its reverse position, is actuated'to break the circuit through the relay H5, and even though the governor switch ifiii' closes, the circuit through therelay cannot be completed for energizing the solenoid [51 in reverse drive.-

My improved transmission advantageously includes gearing which provides three forward speed ratios and a reverse drive in tandem with a hydraulic torqueconverter; The gearing includestheplanetary gear set IB' andthe countershaft gear set ii, the latter gear set being conditioned for its various drives by means of positive clutch mechanisms, and the planetary gear set being automatically upshifted anddownshift ed as has been described; The brake it] for the rotor 35 of the hydraulic torque converter is automatically actuated so that the brake is applied whenever the lever 2'! is given a movement longitudinally with respect to the upright vehicle steering column I23, preliminary to moving the control I2! arcuatelyfor shifting the clutch sleeve fil'or the gear 52. Since the brake 38 is engaged at this time, the parts of these positive clutching mechanisms are all at rest before engagement, which makes engagement easy. The control mechanism for the transmission advantageously includes the'valve piston ill for preventing under any circumstances engagement of the brake 38 when the solenoid I5? is effective to shift the transmission into high speed ratio. The brake 4% cannot be engaged in low speed ratio when the accelerator valve H is moved to an open throttle position, regardless of any movement given the piston 8 by means of the control iii, since the conduit tile for supplying fluid pressure to the valve 83 is connected with the bleedport 82 through the groove is, the ports 8! and it, the groove l2 and the port '15. The control arrangement advantageously includes the vacuum motor H59 connected with the intake manifold of the vehicle engine which functions to allowan upshift into high speed forward drive when the vehicle speed is above a predetermined value. The reverse switch I85 actuated by the control l2l advantageously does not allow any upshift in the planetary unit iii when the transmission isconditioned for reverse.

I wish it to be understood that my invention is not tozbe limited to the specific constructions and arrangements shown and described, except only insofar as the claims may be so limited, as it will e apparent to those skilled in the art that changes may be made without departing from the principles of the invention. In construing the appended claims, I wish it to be understood that where I specify an engaging means or a positive engaging means, I mean to include by this expression not only a clutch, but I also intend to include by this expression a brake.

I claim:

1. In a transmission for an automotive vehicle, the combination of a drive shaft, a driven shaft, a hydrodynamic coupling device driven by said drive shaft and having a driven element or rotor, a positive type engaging means for completing a power train between said rotor and said driven shaft, a brake for said rotor for retarding rotation ofthe rotor to allow a facile engagement of said positive type engaging means, a control adapted to be actuated by the vehicle operator for causing engagement of said positive type engaging means, said control being effective to cause engagement of the brake preliminary to a shifting movement of the control for engaging the positive engagement means an accelerator for the vehicle, and means controlled by said acoelerator for assuring disengagement of said brake when said accelerator is moved from a closed throttle position toward an open throttle position.

2. In a transmission for an automotive vehicle, the combination of a drive shaft, a driven shaft, a hydrodynamic coupling device driven by said drive shaft and having a driven element or rotor, a positive type clutch for completing a power train between said rotor and said driven shaft, a brake for said rotor for retarding rotation and for rendering facile the engagement of said positive clutch, a control adapted to be actuated by the vehicle operator connected to shift said positive clutch, a fluid motor for engaging said brake, a source of fluid pressure, means connected with said control for connecting said fluid pressure source and said fluid motor for engaging said brake when said control'is given a movement'preliminary to itsclutch engaging movement, an accelerator for the vehicle, and means under the control of said accelerator for draining said fluid motor of fluid for disengaging said brake when said accelerator is moved from a closed throttle position to an open throttle position.

3. In a transmission for an automotive vehicle, the combination of a driveshaft, a driven shaft, a hydrodynamic coupling device driven. by said drive shaft and having a rotor or driven element, a positive type engagin means and a friction type engaging means for completing a power train between said rotor and said driven shaft, a brake for said rotor for facilitating engagement of said positive engaging means, a lever adapted to be controlled by the operator of the vehicle for causin'g engagement of the positive engaging means and for causing engagement of the brake by a movement preliminary to its movement for engaging said positive engaging means, an accelerator for the vehicle, means controlled by said accelerator for engaging said friction engaging means for completing the power train between said rotor and said driven shaft after said friction engaging means has preliminarily been engaged upon movement of the accelerator from closed throttle position to an open throttle position, and means controlled by said accelerator for assuring release of said brake when said accelerator is moved from its closed throttle position toward an open throttle position.

i. In a transmission for an automotive vehicle, the combination of a drive shaft, a driven shaft, a hydrodynamic coupling device driven by said drive shaft and having a rotor or driven element, a friction brake and a positive clutch for co 1.- pleting a power train between said rotor and said driven shaft, a control adapted to be operated by the operator of the vehicle and connected to shift said positive clutch into engagement, a brake for said rotor for rendering facile the engagement of said friction clutch, a fluid pressure motor for engaging said last-named brake, a source of fluid pressure, a valve connected with said control for connecting said source of fluid pressure, a valve connected with said control for connecting said source of fluid pressure and said motor when said control is given a movement preliminary to its movement for engaging said positive clutch, a fluid pressure motor for said firstnamed brake and holding the brake disengaged when said motor is operative, an accelerator for the vehicle, and a valve connected with said accelerator for draining said two motors of fluid when said accelerator is moved from a closed throttle position to an open throttle position for engaging said first-named brake to complete said power train and for disengaging said secondnamed brake.

5. In a transmission, the combination of a drive shaft, a driven shaft, a hydrodynamic coupling device driven by said drive shaft and having a rotor, means for completing a low speed power train between said rotor and said driven shaft and including a positive type engaging means and a friction type engaging means both of which are engaged to complete the power train, a clutch for completing a high speed power train between said rotor and said driven shaft which also includes said positive engaging means, a brake for said rotor for facilitating engagement of said positive engaging means, and means for preventing engagement of said brake when said clutch is engaged for the high speed power train.

6. In a transmission, the combination of a drive shaft, a driven shaft, a hydrodynamic coupling device driven by said drive shaft and having a rotor or driven element, means for providing a low speed power train between said rotor and said driven shaft and including a positive type clutch and a friction type brake, means for providing a high speed power train between said shafts and including a friction clutch which is engaged together with said positive clutch for completing the power train, a brake for said rotor for facilitating engagement of said positive clutch, a fluid pressure motor for engaging said last-named brake, a source of fluid pressure, and a valve between said fluid pressure source and said fluid pressure motor for cutting off the source from the motor when said friction clutch is engaged.

7. In a transmission for an automotive vehicle, the combination of a drive shaft, a driven shaft, a hydrodynamic coupling device driven by said drive shaft and having a rotor or driven element, means for completing a low speed power rain between said rotor and said driven shaft and including a positive clutch and a friction brake, means for completing a high speed power train between said rotor and said driven shaft and including a friction clutch which when engaged together with said positive clutch comill) pletes the high speed power train, a fluid pressure motor for actuating said brake, a fluid pressure motor for actuating said friction clutch, a source of fluid pressure, a friction brake for the rotor of said hydrodynamic device for facilitating engagement of said positive clutch, a fluid pressure motor for said last-named brake, said motor for said first-named friction brake being operative when fluid pressure is applied thereto to disengage said brake, an accelerator for the vehicle, a valve under the control of the accelerator for draining said first-named fluid motor of fluid to apply said first-named brake and to complete said low speed power train when the accelerator is moved from a closed throttle position toward an open throttle position, a high shift valve effective for supplying fluid under pressure to both the motor for said friction clutch and the motor for said first named friction brake for engaging the clutch and disengaging the brake to shift the transmission into high speed ratio, and a valve effectively between said fluid pressure source and the motor for said rotor brake, said last-named valve being connected with said high shift valve whereby the valve disconnects the motor for said rotor brake from said fluid pressure source when the transmission is shifted to high speed ratio.

8. In a transmission for an automotive vehicle, the vehicle being driven by an engine having a manifold which develops a vacuum, the combination of a drive shaft adapted to be driven by the vehicle engine, a driven shaft adapted to drive the vehicle, means providing a low speed power train between said shafts, an accelerator for the vehicle engine, means under the control of said accelerator for completing said low speed power train to start said driven shaft and the vehicle from rest when the accelerator is moved from a closed throttle position to an open throttie position, means for providing a high speed power train between said shafts and a vacuum motor connected with said manifold for completing said high speed power train in lieu of said low speed power train when the vacuum in said manifold increases to a predetermined value, said last-mentioned means including an electric switch actuated by the vacuum motor and electrically responsive means connected with said switch which is effective to change the speed ratio from low speed ratio to high speed ratio.

9. In a transmission for an automotive vehicle, the vehicle being driven by an engine having a manifold which develops vacuum, a drive shaft adapted to be driven by the vehicle engine, a driven shaft adapted to drive the vehicle, means providing a low speed power train between said shafts, means providing a high speed power train between said shafts, a governor responsive to the speed of said driven shaft, an accelerator for the vehicle, means under the control of said accelerator for completing said low speed power train to start said driven shaft and the vehicle from rest when the accelerator is moved from a closed throttle position toward an open throttle position, a motor responsive to the vacuum in said manifold and means under the control of said motor and said governor for completing said high speed power train when the driven shaft speed is above a predetermined value and the vacuum in said manifold is above a predetermined value, said last-mentioned means including an electric switch actuated by the vacuum motor and electrically responsive means connected with said switch which is effective to change the speed ratio from low speed ratio to high speed ratio.

DONALD W. KELBEL.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date Forichon Sept. 28, 1937 Patterson Apr. 15, 1941 Vincent 1- May 20, 1941 Surdy Oct. 28, 1941 Banker Nov. 18, 1941 Dodge Mar. 24, 1942 Claytor May 5, 1942 Sinclair Aug. 11, 1942 Number 18 Name Date Russell Oct. 13, 1942 Biermann Apr. 13, 1943 Greenlee May 4, 1943 Osborne Aug. 31, 1943 Neracher Aug. 31, 1943 Schneider Nov. 9, 1943 Flinn Nov. 16, 1943 Vincent Jan. 25, 1944 Gilfilian Mar. 7, 1944 Cotterman Mar. 14, 1944 Osborne Apr. 24, 1945 Beltz July 31, 1945 Boyce Mar. 12, 1946 Tipton Sept. 24, 1946 Long June 19, 1951 

